Parking Constraints Research Articles

Efforts to reduce illegal parking in Lampung Province

Purpose: The formulation of the problem in this study is how land is prohibited for parking and the efforts to suppress illegal parking in Lampung Province. Research Methodology: The method used in this study was descriptive and qualitative. Results: The results of this study are There are 10 no-parking areas that must be obeyed, including: Bends, shoulders or a bridge, On pedestrian or bicycle tracks, Near traffic lights, On main roads, Facing or close to other stopped vehicles, Within 6 meters (20 feet) of an intersection, or within 9 meters (30 feet) of a bus stop, unless it is damaged. Then, they do not stop or park 3 m (10 feet) on the other side of a fire hydrant, or which may interfere with the access of firefighting vehicles to the hydrant, along slippery roads, on overpasses, tunnels, or on the side of the road leading to the overpass or tunnel, on grass verge or road shoulder. The efforts of the Lampung Province Transportation Agency to deal with illegal parking constraints are as follows: The Department of Transportation must perform mapping, good parking management not only helps in traffic management but also increases local revenue (PAD), the importance of awareness from the community and the government, the government must be present and provide guidance and ensure that parking is managed properly, there are sanctions for violators of indiscriminate parking, but the emphasis is more on education and guidance than sanctions alone.

Constraint Optimization Model for Dynamic Parking Space Allocation.

Managing car parking systems is a complex process because multiple constraints must be considered; these include organizational and operational constraints. In this paper, a constraint optimization model for dynamic parking space allocation is introduced. An ad hoc algorithm is proposed, presented, and explained to achieve the goal of our proposed model. This paper makes research contributions by providing an intelligent prioritization mechanism, considering user schedule shifts and parking constraints, and assigning suitable parking slots based on a dynamic distribution. The proposed model is implemented to demonstrate the applicability of our approach. A benchmark is constructed based on well-defined metrics to validate our proposed model and the results achieved.

Optimal scheduling of electric vehicle aggregators for frequency regulation and cost efficiency in renewable-powered grids

The growing integration of intermittent renewable energy sources (RESs), such as wind and solar, into power grids presents significant operational challenges, particularly in maintaining grid stability and managing generation forecasting errors. This study underscores the critical role of Electric Vehicles (EVs) as a flexible load in providing ancillary services, especially for secondary frequency regulation, to address these challenges. Moreover, a novel scheduling model for EV aggregators is introduced that aims to optimize frequency regulation and cost efficiency. This model strategically manages the State of Charge (SOC) to ensure EV owner satisfaction while minimizing operational costs. Employing Mixed-Integer Linear Programming (MILP), solved via CPLEX-GAMS in both deterministic and stochastic scenarios, the proposed approach evaluates various EV integration strategies, demonstrating potential reductions in charging costs and enhancing owner participation by considering parking constraints. This research highlights the importance of innovative grid management solutions in the era of renewable energy proliferation, offering significant insights into cost-effective and reliable energy practices. The results in the deterministic show that by considering the EV parking constraint, the total charging cost will be increased by about 20%. Also, by applying the proposed strategy to the down-regulation value of 18%, the total cost of EV charging is decreased to 11,400 $ which shows about a 5% decrement in comparison with the down-regulation value of 32%.

A multi-trip vehicle routing problem considering time windows and limited duration under a heterogeneous fleet and parking constraints in cold supply chain logistics

ABSTRACT Cold supply chain distribution systems ensure the freshness of temperature-sensitive products during transportation. In this study, we investigated a fresh food company’s cold supply chain distribution. Making fresh food available and achieving quality and safety, requires proper planning of vehicle routing, we addressed a routing problem that simultaneously considers time windows, multiple trips per vehicle, a heterogeneous fleet, parking constraints, unloading time at customer position, and limited duration, minimizing related operational costs. We formulate this problem as a mixed-integer programming model. Since this problem is NP-hard, we also propose a genetic algorithm with two adaptive-parameter mechanisms to solve it within a reasonable computational time. Extensive experiments were conducted to assess the performance of different approaches in a real-world application. The results demonstrate that the algorithms are robust and efficient. The proposed algorithms can reduce operational costs by more than 20% compared to the current practical planning approach.

Households with constrained off-street parking drive fewer miles.

Parking supply is one of the most neglected elements of the built environment in travel behavior research, despite evidence linking parking with vehicle use. As transportation impacts of new development are increasingly measured by vehicle miles traveled (VMT), explicitly connecting parking characteristics with vehicle travel is necessary to better inform transportation and land use policy. In this paper, we begin to address this research gap and explore the relationship between constrained parking and household VMT. Utilizing the 2017 National Household Travel Survey (NHTS) California add-on sample, we estimate residential parking constraint for households in Los Angeles County. Then, we develop a two-level model framework. Level 1 (Cost) models estimate travel costs, represented by vehicle ownership as a function of parking constraints, the built environment, and demographics. Level 2 (Demand) models regress household-level total and homebased-work VMT on predicted vehicle ownership, controlling for temporal and environmental characteristics. To further explore the relationship between parking and VMT by place type, we applied Level 1 and Level 2 models to develop a suite of scenarios for typical households in Los Angeles County. Our findings support the hypothesis that the built environment (including parking) influences VMT through travel costs (vehicle ownership). Results from scenarios analysis reveal constrained on-site residential parking (< 1 parking space per dwelling unit), accounts for an approximate 10–23 percentage-point decrease in VMT within each place type. Finally, implications for practice and future research are presented.

Research on optimal parking trajectory based on parking planning model

This paper mainly deals with the planning problem of unmanned vehicle parking path in parking lot. For each different parking problem and different parking constraints, a suitable parking model is established in this paper. First of all, the Akman turned to the geometric model, and the original four -wheel car model was equivalent to a two -wheeled bicycle model, so that the two different corners of the front wheels were equivalent to a corner 6.462m. In the solution to the shortest distance, this article first establishes the shortest distance model of accelerating to the same maximum speed under any condition. The shortest distance required to solve the maximum limit of 20km/h is 5.561m. Lately, the vehicle motion equation model was established, and the change rate of the maximum curvature relative path length was 1.140m-2. Aiming at problem 2: First, the turning process in parking is analyzed, and the minimum turning radius when the control point is located at the axisymmetric center of the rear wheel is recalculated to be 4.974m, which is used in the subsequent parking path planning. Finally, using the above analysis of the motion situation of the unmanned vehicle and the planning of the parking trajectory, the parking trajectory in each case and the relationship between the changes of each physical quantity over time are given.

Tradable parking permits as a transportation demand management strategy: A behavioural investigation

Tradable parking permit schemes can be an effective transportation demand management strategy for cities where cars are viewed as a status symbol and wide adoption of shared transportation modes face resistance. We investigate the feasibility and effectiveness of tradable parking permit schemes in high density cities with parking constraints. We focus on the effect of four behavioural factors, namely, reference dependence, endowment effect, social nudge, and environmental consciousness. Online experiments are conducted via Amazon Turk Prime platform, with participants recruited from large cities in China. Our investigation on reference dependence and endowment effect suggest that tradable parking permit schemes is feasible and efficient. Environmental consciousness can improve the schemes' effectiveness in encouraging participants to switch to public transport, but social nudge shows no significant effect. Our study provides much-needed empirical findings about tradable credits for transportation management on the individual level.

The psychological decision-making process model of non-commuting travel mode choice under parking constraints

In order to understand the psychological factors that influence car owners’ travel mode selection under parking constraint during non-commuting, a corresponding psychological decision-making process model is established with reference to the stage model of self-regulated behavioral change (SSBC). Partial least squares structural equation model (PLS-SEM) is applied to verify and analyze the model with empirical data. According to the purpose of non-commuting and the degree of dependence on private cars, comparative analyses are made in eight cases. The research results show that SSBC is applicable in the study of non-commuting behavior under parking constraints. The choice of non-commuting mode is influenced by psychological factors such as awareness of consequences, responsibility attribution, personal norms, social norms, perceived behavior control, behavior attitudes, parking supply strategy perception, action plan and coping plan. The psychological decision-making process can be divided into four stages, and the implementation intention, behavioral intention and goal intention are important psychological variables to promote the phase transition. Various psychological factors have different degrees of influence on the behavior decisions of people with different degrees of dependence on private cars under different non-commuting travel purposes (business, medical, shopping and entertainment). According to the analysis results, the paper puts forward some suggestions for parking supply optimization and travel behavior guidance.

Scheduling and shortest path for trucks with working hours and parking availability constraints

The US Hours-of-Service (HOS) regulations require truck drivers to take regular breaks. However, drivers often have difficulty finding appropriate rest locations due to truck parking shortages. This may have a significant impact on drivers’ safety and productivity, cost to industry and environment. In this paper, we propose a model that takes into account parking availability when planning long-haul truck shipments in addition to HOS constraints. Given an ordered set of clients, the proposed method plans a minimum cost route and schedule such that the itinerary is regulation-compliant, and the driver is guaranteed to find parking at all scheduled stops. The problem is modeled as a shortest path problem with resource constraints, and a label correcting algorithm is used to generate optimal solutions. Computational experiments are used to compare the cost of solutions that use parking availability information with ones that do not. The cost of disregarding parking information was estimated by simulating drivers’ behavior when parking is unavailable and applying time and cost penalties. The effect of parking availability and alternative routes on trip costs is also studied, aiming to illustrate that disregarding these factors can lead to significant errors in cost estimates. Results show that, although imposing parking constraints can significantly increase costs, preventing accident-related costs can make it advantageous in the long-term.

Linking Residential Parking to Automobile Transportation Impact Outcomes at a Development Level

Although there exists a well-studied relationship between parking policies and automobile demand, conventional practices evaluating the transportation impacts of new land development tend to ignore this. In this paper, we: (a) explore literature linking parking policies and vehicle use (including vehicle trip generation, vehicle miles traveled [VMT], and trip length) through the lens of development-level evaluations (e.g., transportation impact analyses [TIA]); (b) develop a conceptual map linking development-level parking characteristics and vehicle use outcomes based on previously supported theory and frameworks; and (c) evaluate and discuss the conventional approach to identify the steps needed to operationalize this link, specifically for residential development. Our findings indicate a significant and noteworthy dearth of studies incorporating parking constraints into travel behavior studies—including, but not limited to: parking supply, costs or pricing, and travel demand management strategies such as the impacts of (un)bundled parking in housing costs. Disregarding parking in TIAs ignores a significant indicator in automobile use. Further, unconstrained parking may encourage increases in car ownership, vehicle trips, and VMT in areas with robust alternative-mode networks and accessibility, thus creating greater demand for vehicle travel than would otherwise occur. The conceptual map offers a means for operationalizing the links between: the built environment; socio-economic and demographic characteristics; fixed and variable travel costs; and vehicle use. Implications for practice and future research are explored.

The Psychological Decision-Making Process Model of Giving up Driving under Parking Constraints from the Perspective of Sustainable Traffic

Parking restrictions can affect the use of cars and become an effective means to promote the sustainable development of urban traffic. To understand the influencing factors of car owners giving up driving due to parking constraints, the research constructs a theoretical model of psychological decision process about giving up driving under parking constraints, based on the Theory of Planned Behavior (TPB), and taking the public transit perception as a mediating variable, considering psychological factors. The empirical data were used to verify and modify the model by the Structural Equation Model (SEM) method, and finally the model was determined. The result shows that the choice of travel mode under the constraint of parking berth is not only affected by individual social and economic attributes and travel mode characteristics, but also by psychological latent variables such as behavioral attitude, subjective norms, perceived behavior control, public transportation perception and behavior intention. The subjective norms of car owners about giving up driving have a positive effect on perceived behavioral control and behavioral attitude; perceived behavior control also has an effect on behavior attitude; the behavior attitudes, subjective norms and perceived behavior control all have positive effects on the behavior intention of giving up driving due to parking constraints, among which public transit perception plays a positive adjustable intermediary role. The Integration of Choice and Latent Variable (ICLV) model considering psychological latent variables has a higher fitting degree to empirical data than the traditional Multinomial Logit (MNL) model. Based on the analysis results, some suggestions for auxiliary measures to implement the optimization strategy of parking supply are put forward.

Relocating shared automated vehicles under parking constraints: assessing the impact of different strategies for on-street parking

With shared mobility services becoming increasingly popular and vehicle automation technology advancing fast, there is an increasing interest in analysing the impacts of large-scale deployment of shared automated vehicles. In this study, a large fleet of shared automated vehicles providing private rides to passengers is introduced to an agent-based simulation model based on the city of Amsterdam, the Netherlands. The fleet is dimensioned for a sufficient service efficiency during peak-hours, meaning that in off-peak hours a substantial share of vehicles is idle, requiring vehicle relocation strategies. This study assesses the performance of zonal pro-active relocation strategies for on-demand passenger transport under constrained curbside parking capacity: (1) demand-anticipation, (2) even supply dispersion and (3) balancing between demand and supply of vehicles. The strategies are analysed in regard to service efficiency (passenger waiting times, operational efficiency), service externalities (driven mileage, parking usage) and service equity (spatial distribution of externalities and service provision). All pro-active relocation strategies are outperformed by a naïve remain-at-drop off-location strategy in a scenario where curbside parking capacity is in abundance. The demand-anticipation heuristic leads to the highest average waiting times due to vehicle bunching at demand-hotspots which results in an uneven usage of parking facilities. The most favourable results in regard to service efficiency and equity are achieved with the heuristics balancing demand and supply, at the costs of higher driven mileage due to the relocation of idle vehicles. These results open up opportunities for municipalities to accompany the introduction of large fleets of shared automated vehicles with suitable curbside management strategies that mitigate undesired effects.

Combined Vehicle and Driver Scheduling with Fuel Consumption and Parking Constraints: a Case Study

Combined Vehicle and Driver Scheduling with Fuel Consumption and Parking Constraints: a Case Study

The impacts of office relocation on commuting mode shift behaviour in the context of Transportation Demand Management (TDM)

Interior Health Authority (IHA) will be co-locating ten programs to a new office location in downtown Kelowna, BC by October 2016. As a result, approximately 900+ employees will be commuting to the downtown core every day. This number of attracted daily trips will increase traffic congestion and parking pressure at peak periods at the new site, which is already suffering from parking constraints. Moreover, the projected number of parking stalls available for employees is insufficient to meet the anticipated parking demand. The economic, social, and environmental impacts associated with increasing parking capacity makes finding alternative strategies more desirable. This research adopts a threefold approach to study the travel patterns and mode shift behaviour of IHA employees before designing a custom-made Transportation Demand Management (TDM) plan for IHA. First, a reveled/stated preference survey is designed and conducted to collect information on the travel behaviour of IHA employees. Second, analytical tools are developed to identify the determinants of mode shift of IHA employees. Third, an implementation strategy is recommended to maximize transportation mode shift and reduce the number of parking stalls required. The study shows how revealed preference information complements and confirms stated preference data as a way of dealing with the uncertainty associated with people’s stated choices. Implementation strategies include carpooling programs, incentivizing the use of public transit and non-motorized modes, and educating IHA employees on the carbon footprint associated with their choices.

Tradable Parking Permits as a Transportation Demand Management Strategy: A Behavioural Investigation

Tradable parking permit schemes can be an effective transportation demand management strategy by allocating parking spaces efficiently and encouraging the use of non-single occupancy modes of transport. We investigate the feasibility and effectiveness of tradable parking permit schemes in high density cities with parking constraints. We focus on the effect of four behavioural factors, namely, reference dependence, endowment effect, social nudge, and environmental consciousness. Online experiments are conducted via Amazon Turk Prime platform, with participants recruited from eight Chinese cities. Our investigation on reference dependence and endowment effect suggest that tradable parking permit schemes is feasible and efficient. Environmental consciousness can improve the schemes’ effectiveness in encouraging participants to switch to public transport, but social nudge shows no significant effect. Our study provides much-needed empirical findings about tradable credits for transportation management on the individual level.

Multi-depot bus schedule assignment with parking and maintenance constraints for intercity transportation over a planning period

ABSTRACTThis article introduces the schedule assignment problem for public transit, which aims to assign vehicle blocks of a planning period to buses in the fleet of a transportation company. This assignment has to satisfy several constraints, the most important of which is compatibility, meaning that certain blocks can only be serviced by buses belonging to given types. Other constraints come from the fact that the problem considers a long-term plan for several days or weeks, which means that daily parking and periodic maintenance activities also have to be taken into account. We give a state-expanded multi-commodity flow network for the above problem. This model takes parking constraints into account, and also assigns preventive maintenance tasks to buses after serving blocks for a fixed amount of time. The solutions of this model are presented for real-life and randomly generated instances.

Stage of Historical Evolution of Private Vehicle Ownership in the City of Barcelona

Transport demand and private motor vehicle ownership (cars and motorcycles) are generally related to the socio-economic development, increasing urbanization, public policies and rising per capita income.Private motor vehicle ownership varies between countries and geographical regions. However, it tends to have some common patterns in its historical evolution. So that during the early stages of development, the rate of motorization increased mainly by acquisitions of PTWs (mopeds and motorcycles). As the economy grows, the increase in per capita income stimulates a shift from PTWs to cars, which are preferred for their safety, versatility, comfort and social status. The increasing use of cars contributes to raising travel costs (congestion, parking constraints, accidents, pollution), that coupled with public policies to discourage car use, tends to favor modal shifts from cars to public transport and in some regions also to PTWs.This study analyze the historical evolution of private motor vehicle ownership in Spain (cars and motorcycles), and identify the stage in which is the city of Barcelona, characterized by the high use of PTWs. The increase use of PTWs is a common phenomenon in some major European cities and suggests a continuous future growth in developed countries and congested urban areas, that is not in line with the assumptions of some models, which predict that in the long-run there will be a decrease in use of PTWs in areas with high income per capita levels.

Sustainable mobility in Lyon: should we hang private car drivers?

Incriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Deplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert, 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann, 2002 ; Lefevre & Offner, 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau, 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon, 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments.

Traffic-restriction in Ramallah (Palestine): Participatory sustainability assessment of pedestrian scenarios using a simplified transport model

Assigning specific infrastructure per transport mode addresses discrepancies between mobility and land-use developments. This paper elaborates on pedestrian scenarios for central Ramallah, a major urban developing area in Palestine. The sustainability of the four alternative pedestrian scenarios is assessed according to the participatory multi-actor multi-criteria analysis, which integrates stakeholder objectives in the evaluation of the alternative scenarios. To determine the impact of each pedestrian scenario on the traffic flow, an origin–destination matrix is estimated by means of traffic counts, according the Furness distribution algorithm and the maximising-entropy approach. Results forward the medium Al-Zhara scenario as compromising alternative between the objectives of the governmental, transport operator and local business stakeholder groups, as it instigates less congestion, pollutant gas and greenhouse gas emissions. Detour routes subjected to parking constraints are proposed to optimise the reduced traffic flow.

Ask the Expert: Psychotherapy: New Evidence and New Approaches

Back to table of contents Previous article Next article Clinical SynthesisFull AccessAsk the Expert: Psychotherapy: New Evidence and New ApproachesMary S. Ahn, M.D.Mary S. AhnSearch for more papers by this author, M.D.Published Online:1 Jul 2014https://doi.org/10.1176/appi.focus.12.3.309AboutSectionsView articleView PDFView EPUB ToolsAdd to favoritesDownload CitationsTrack Citations ShareShare onFacebookTwitterLinked InEmail View articleI’m considering moving my psychotherapy office into my home. What are the particular issues that I should be concerned about?Reply from Mary S. Ahn, M.D.Opening a home office to practice psychotherapy (with or without medication management) offers unique advantages for both the psychiatrist and the client. Despite the potential benefits, the psychiatrist should carefully consider the clinical and ethical issues before making the decision to move to a home office.1. Potential Benefits for Psychiatrists •. A home office allows easier time management to transition between professional and personal life. There is no need to commute and no parking constraints. Working close to one’s family and community facilitates attending personal events such as kids’ activities and volunteering. •. There are potential financial benefits. For example, there is no need to pay additional rent and sometimes utilities can be packaged into the residential services. There are also possible additional shared tax deductions involved in the expenses of maintaining an office in a residence.2. Potential Benefits for Clients •. Many clients prefer the cozy feeling that a residential space may offer versus going to an office that is based in a hospital, clinic, or commercial office space. •. Some clients, especially youth, feel less anxious about meeting a new psychiatrist in a home office setting. They may feel that a home office is less self-stigmatizing. •. In many cases, the home office is located in a less dense population area, giving more privacy for clients.3. Clinical and Ethical Risks •. There is an unavoidable boundary crossing of self-disclosure in having a home office. At the very least, disclosure of the hometown and residential dwelling will be known by the client. •. There may be unintentional intrusions including family members, friends, or pets. Privacy and confidentiality may be more difficult to maintain for both the psychiatrist and client. •. Safety concerns may arise for clients with unanticipated threatening or violent behaviors. •. For clients, it may be more difficult to discriminate between the psychiatrist’s professional life and personal life and to maintain appropriate boundaries.The following guidelines may help in the decision-making process of opening a home office:•. Home office practices may have different connotations regarding the physical space. At the very minimum, a home office should have a physically separate entrance, waiting area, restroom, and office from the rest of the residence.•. Minimize opportunities for clients and family members/pets to intersect. Advise family members and household employees of the separate home office space and offer specific advice and guidelines to maintain the client’s privacy.•. Initiate and maintain a strict set of boundaries to maintain the frame of psychotherapy for clients. Anticipate that clients may bring up personal questions more frequently in such a setting and be prepared to respond.•. Carefully screen potential clients before setting up an initial meeting. For my home office, I conduct a detailed phone interview before agreeing to accept a client for consultation and possible ongoing treatment. Some factors include screening out clients with a history of violence or active safety concerns, clients with major boundary issues, or those who are complex and may not benefit from a solo practice.•. Always try to remain cognizant of what is communicated to clients nonverbally by a home office. For example, the size of the home, neighborhood choice, and unanticipated encounters with family members.•. Participate in a peer consultation group or at the very least consult with someone who can offer ongoing supervision of issues that arise with a home office.Psychiatrists should continue to actively weigh the clinical implications of doing psychotherapy out of a home office when working with any client.Address correspondence to: Mary S. Ahn; email: Mary.[email protected]eduAuthor Information and DisclosureMary S. Ahn, M.D., Assistant Professor, Department of Psychiatry, University of Massachusetts Medical School, Worcester, MADr. Ahn reports no competing interests.BibliographyGutheil TG, Gabbard GO: The concept of boundaries in clinical practice: theoretical and risk-management dimensions. Am J Psychiatry 1993; 150:188–196Crossref, Google ScholarOfer Z: Boundaries in Psychotherapy: Ethical and Clinical Explorations. Arlington, VA, American Psychological Association, 2007Google Scholar FiguresReferencesCited byDetailsCited ByNone Volume 12Issue 3 Summer 2014Pages 309-310Psychotherapy: New Evidence and New Approaches